Fuel tank neutralizer



Feb. 8, 1944.

G. B. DAVIS, JR FUEL TANK NEUTRAIJIZERA Filed April 8, 1941 3 Sheets-Sheet 1 YW 3 m. m V

A IH Hm I III Q 8 Q I I 4- e. B. DAVIS, JR

I I FUEL TANK NEUTRALIZER Filed April 8, 1941 s sheets-sheet 2 Feb. 8, 1944. e. B. DAVISJJR FUEL TANK NEUTRALZEZER 5 Sheets-Sheet 5 Filed April 8, 1

. QM? wk Patented PM, 1944 UNITED STATES PATENT OFFICE FUEL TANK NEUTRALIZER George B. Davis, In, Washington, 1). 0.

Application April 8, 1941, Serial No. 357,486 7.01aims. (01. 220- 88) This invention relates to gasoline or combustible fuel tanks and to a means for preventing the accumulation of a combustible gas above the liquid fuel as the fuel is drained from the tank.

An object of this invention is to provide in combination with a liquid fuel tank a carbon dioxide tank and means controlled from atmospheric pressure for maintaining a predetermined amount of gas pressure in the fuel tank.

Another object of this invention is to provide a combination of this kind including means for maintaining a predetermined carbon dioxide pressure in the fuel tank irrespective of any atmospheric pressure or temperatures.

A further object of this invention is to provide in a device of this kind an automatically operable pressure equalizing means.

A further object of this inventionis to provide in a device of this kind a buoyant carrier for the carbon dioxide exhaust so that the device may be readily adapted for aeroplanes and operable at any inclination or elevation of the tank.

A further object of this invention is to provide a device of this kind which is so constructed as to take care of the replacement of the fuel for the entire tank, and which includes means whereby if the tank should be punctured to release the gas pressure the system may be manually cut off.

To the foregoing objects and to others which may hereinafter appear, the invention consists of r the novel construction, combination and arrangement of parts as will be more specifically referred to and illustrated in the accompanying drawings wherein are shown embodiments of the invention,

but it is to be understood that changes, variations and modifications may be resorted to which fall within the scope of the invention as claimed.

In the drawings: Figure 1 is a vertical section partly broken away and in detail of a carbon dioxide system connected with a liquid fuel tank,

Figure 2 is a fragmentary vertical section of the outlet cap mounted on a buoyant body within the fuel tank, J

Figure 3 is a longitudinal section partly in deand as the fuel is drawn from the supply tank air replaces the fuel taken from the tank and this air in the tank is highly charged with the combustible mixture, so that if a, spark comes in contact with the combustible mixture in the fuel tank, the tank is liable to explode or the fuel catch on fire. Heretofore attempts hav been made to replace the fuel in the tank which is drained out by discharging carbon dioxide gas into the tank to thereby neutralize vapors rising from the gas. However, the difficulties of devices at present available are that where a device of this kind is mounted on an aeroplanethe carbon dioxide gas is exhausted before the tank is completely drained or the carbon dioxide gas is man ually controlled and under combat conditions the aviator is not able to turn on the carbon dioxide gas system so that the gasoline tank or tanks in an aeroplane have contained therein a highly combustible mixture of vaporized fuel which will ignite .from either static electricity or incendiary bullet.

In order to thereby provide a means whereby the fuel tank may be initially communicated with a carbon dioxide tank so that the fuel drained from the fuel tank will be constantly replaced by carbon dioxide gas and in order to provide a means whereby in the event the fuel tank should be punctured so as to thereby release the carbon dioxide gas pressure in the fuel tank, I have provided a pressure operated valve structure generally designated as H]. vThe valvestructure Ill includes a cylindrical body II, which has a boss l2 intermediate the ends thereof in which a coupling member I3 is mounted. The coupling member I3 is connectedwith a pipe I 4 leading from a carbon dioxide tank I5. A manually operable and pressure reducing valve structure 16 is interposed in the pipe l4, so that the desired gas pressure may be communicated with the cylindrical body I l.- The body H is provided with an intake port I! leading into the 'cylinder l8 which is formed in the body I I.

A pipe I9 is connected by means of a connector 20 to a boss 2|, which is disposed diametrically opposite the boss I! and the pipe I9 is connected at the opposite end thereof to the bottom wall 22 of a fuel tank generally designated as 23. The body H is provided with an outlet port 24 disposed diametrically opposite the'intake port l'l .and the coupling member 20 together with the pipe I9 communicates with the outlet port 24.

The tank 23 is of conventional construction and in the present instance is shown having aconfiguration such that it may be incorporated in one of the wing structures of an aeroplane. The

the tank 23. The cylindrical body I I has slidably mounted therein a hollow valve member 36 which is formed with a peripheral groove 3| intermediate the ends thereof. In one position of the valve member 36 the groove 3| is adapted to be in registry with the intake and outlet ports I1 and 24respectively, so as to permit the free passage of carbon dioxide gas from the intake port I1 to the outlet port 24. The valve member 36 is provided at one end thereof with. a threaded plug or head 32, which is formed with a peripheral groove 33 in which an annular sealing ring 34 of fibrous material or the like is adapted to engage. The opposite endof the valve member 36 has threadedly secured thereto a second head 35,

which is formed with a peripheral groove 36 in which a sealing member 31 is adapted to engage.

The body or housing II has formed therein a pair of vents 38 and 39 disposed on opposite sides of the intake port I1. The vents 36 and 38 are adapted to permit the exhaust of carbon dioxide gas from the cylinder I6 which leaks past the peripheral surface of the valve member 36. The valve member 36 at a point adjacent the head or plug 32 is provided with an annular groove or channel 46, which is adapted to be normally in communication with the vent 38 in substantially any position of the valve member 36. The opposite end of the valve member 36 is provided with a second annular groove 4|, which is sufilciently long so that the groove 4| maybe maintained in constant registry with the vent 36 in substantially any position of the valve member 36.

A valve plug operating structure is disposed at one end of the housing or body II and includes a diaphragm housing formed of an inner annular housing member 42, which is formed integral with the housing member I and is of substantially a greater diameter than the diame er of the housing The housing member 42 has an annular flange 43 at its outer end which is adapted to confront an annular flange member 44 which is carried by a cap or outer diaphragm housing member 45. A flexible diaphragm 46 is interposed between the two flanges 43 and 44 and fastening devices 41 engage through the flanges 43 and 44 and tightly hold the outeredge portions of the diaphragm 46.

A valve plug operating rod 48 is. slidable through a guidebushing 46 including a gland 56 and one end of the rod 46 is threadably connected, as at with the head 35. The opposite or outer end of the rod 48 extends into the center of the diaphragm 46 and is fixed relative to the diaphragm 46 by inner and outer lock nuts 52 and 53. An annular plate 54'is interposed between the inner lock nut 52 and the inner face of the diaphragm 46 and an outer annular plate 56 is interposed between the outer locknut 53 and the outer face of the diaphragm 46.

A rdd limiting screw 56 is threaded through the head 51 of the housing member 45 being provided with a knob 58 at its outer end, and the screw 56 is disposed in axial alignment with the rod 48 so as to thereby limit the outward movement of the rod 48 and the outward flexing of the diaphragm 46. The cylindrical side wall 56 of the diaphragm housing .member 42 is provided with opposed air vents 66, soas to permit the intake or exhaust of air in and from the inner housing member 42. The cylindrical body II at the end thereof opposite from the rod 48 has 5 mounted therein an expanding spring 6| which at its inner end bears against the outer end of the head 32. A cap shaped spring compressing member 62 is slidable in the cylinder I8 and bears against the outer end' of the spring 6|. A spring tensioning screw 63 is threaded through a head or plate 64 secured to the adjacent end of the cylinder body I I spring 6| is adapted when pressure conditions are normal in the carbon dioxide system to maintain the groove 3| of the valve body 36 in registry with the two ports I1 and 24, so that the gas from the tank I5 may freely flow'into the space 26 in the fuel tank 23.

In order to provide a means whereby the carbon dioxide gas pressure in the space 28 of the tank 23 may be utilized for moving the valve member 36 to a closed position with the groove fixed by fastening devices 66 to the bottom wall 22 of the tank 23 and the opposite or free end of the flexible member 66 extends through a buoyant body 16, which is mounted within the tank 23.

The body 16 may be in the form of a float such as a hollow rubber ball or the like and the flexible member 66 extends diametrically through the float 16 and has secured to its extended end H a cap 12 which is carried by a spider or radial arms 13. The cap 12 is provided so that a minimum of liquid fuel can splash or otherwise enter the flexible member 66.

A short length of pipe 14 extends from the plate 66 and is connected to the coupling member 6 The pipe 14 is connected at its lower end to a ap member 15. The trap member 15 has mounted therein a pipe 18 having a cap 16 similar to the cap 12. The pipe 18 is sustantially smaller in diameter than the diameter of the trap 11 so that the gas entering the trap 11 may pass outwardly through-the pipe 18 and beneath the cap 16. Any liquid fuel which enters the pipe or hose 66 is adapted to be contained in the trap 11 about the pipe 18 and below the cap 16.

The trap 11 is connected at its lower or outlet end to a T-shaped coupling member 86. The coupling member 66 is connected at its lower side, as at 6|, to a coupling member 62 which is threaded into the boss 2| spaced from the OM17 pling member 26. The valve body II is provided with a port 83 communicating with the T 86 through the-coupling member 82, and the bedy II is also provided at a point diametrically opposite the port 83 with an exhaust or vent port 84.

1 The valve plug 36 is provided with an annular groove 85 which in one position of the valve plug 36 is adapted to be disposed in registry with the two ports 63 and 84, so that the gas from the mace 26 in the tank 23 may be freely exhausted into the atmosphere. A pipe 66 is connected at one end' to the T 86 and at the Opposite, end is connected to a coupling member 81. .The cou- 70 pling member 81 communicates with a port 88,

which is formed in the head 51 so that when the exhaust groove is out of registry with the two ports 83 and 84, the carbon dioxide pressure in' v the space 26 will be communicated withthe outer 16 side of the diaphragm 46, the gas entering the by fastening devices 65. The

pressure chamber 89 formed by the outer diaphragm housing member 45.

In normal operation the cylinder I8 has oil or other liquid disposed at the opposite ends of the plugs 32 and 35, so that the valve plug 30 will be under constant lubrication. The valve body I I is provided with a pair of by-pass ports 90 and 9| at each end of the valve member 30, and a by-pass pipe 92 is connected at the opposite ends thereof by coupling members 93 and 94 with the ports 90 and 9| respectively, A plate 95 is se-' cured by fastening devices 96 to the inner end ofthe housing member 42 so as to cut off com- 7 ed to be connected in the system shown in Figure 1 as a substitute for the valve structure I including the diaphragm structure'shown in Figure l. The carbon dioxide tank I is adapted to be connected with a pipe I4a which is connected with a valve housing 91. The housing 91 is provided with a boss 98 at one side thereof and intermediate the ends thereof and is also provided with a diametrically opposed boss 99 with which a pipe I9a is adapted to be connected. The pipe I 9a is connected at the opposite end thereof with the fuel tank shown in Figure l.

A cylindrical valve plug I 00 is slidable in/a cylinder IOI formed in the housing 91 and the plug I00 is formed intermediate the ends thereof with an annular groove I02, which in the normal operating position of the valve structure is adapted to be disposed in registry with diametrically opposed intake and outlet ports I03 and I04 carried by the housing 91 and which communicate with the bosses 98 and 99 respectively. The valve member I00 is provided adjacent the opposite ends thereof with a pair of elongated annular grooves I05 and I06, which are adapted to be in constant registry with vents I01 and I 08 formed in the housing 91 On opposite sides of the bosses 98 and 99. The vents I01 and I08 are so positioned that in any position of the valve plug ,I00 these vents will be in communication'with the respective annular channels or grooves I05 and I06 in order to permit any gas leaking about the periphery of the valve plug 100 being exhausted into the atmosphere.

The valve body 91 at its outer end has threadably mounted therein a plug I09 through which a plug limiting shaft H0 is threaded. The shaft III] has a knob III fixed on its outer end by means of which the shaft H0 may be adjusted relative to the-plug I09. The inner end of the shaft IIO has mounted therein a plate II2 which is adapted to abut againust the outer end of the valve plug I00 and hold the plug I00 with the' groove I02 in registry with the two ports "I03 and I04.

A diaphragm housing, generally designated as H3, is secured to a flange II4 carried by the valve housing 91 by fastening devices H5. The diaphragm housing II3 includes a pair of complementary housing members H6 and H1, which are formed with confronting flanges H8 and H9 secured together by fastening devices I20. The housing member I I6 has an intake port I2I and a pressure pipe line 86a is connected with the port I2I and is also adapted to be connected with the trap structure shown in Figure 1. A flexible diaphragm I22 i interposed between the two housing members H6 and H1 and engages between the flanges I I8 and H9.

A valve operating rod I23 is secured at one end as by a pin I24 to the other end of the valve plug I00. The rod I23 is slidable through a guide I25 which is carried axially by the housing member H6. The rod I23 extends through the diaphragm I22 and is fixed against movement relative to the diaphragm I22 by, means of a pair of clamping members or plates I26 and I21, which are fixed to set screws I28 and I29 to the rod I23. The plates or clamping members I26 and I21 are secured together on opposite sides of the diaphragm I23 by fastening devices I30.

A second valve housing I3I is disposed in axial alignment with the housing 91 on the opposite sides of the diaphragm housing H3 and includes a cylindrical body I32 having a flange I33 at its inner end which is fixed by fastening devices I34 to the outer wall I35 of the housing member 1..

A tubular or cylindrical valve member I38 is slidable in the cylinder I32 and is fixed by means of a pin I31 to the opposite end of the rod I23. The rod I23 slidably extends through a guide member I38 which is mounted axially of the end wall I35. The cylindrical valve plug I36 has formed in the peripheral surface thereof an annular groove I39, which is adapted to be normally disposed out of registry with a pair of opposed ports I40 and I, which are carried by the cylindrical member I32. The port I40 is adapted to be connected by means of a pipe Illa to the trap structure shown in Figure 1, and anexhaust pipe I42 is connected with the housing member I32 communicating at one end with the exhaust port I and at the other end communicating with the atmosphere.

A spring I43 is disposed in the housing I32 and bears at its inner end against the outer end of the valve member I36. A spring tensioning plate I44 is slidable in the cylindrical body I 32 and bears against the outer end of the spring I43. A spring tensioning bolt or shaft I45 is threaded through a bushing I46 carried by the outer end wall I41 of the valve housing I32. The housing I32 has an opening or port I48 outwardly of the valve member 36 and one end of the by-pass pipe I49 is adapted to be connected with the port I48. The opposite end ofthe pipe I49 is adapted to be connected with a boss I50 and communicates with a port I5I formed in the boss I50 which likewise communicates with the cylinder IOI outwardly of the valve plug I00. The pipe I49 is adapted to be filled with a liquid and in like manner the cylinder I32 is filled with a liquid. The cylinder IOI outwardly from the valve member I 00 is filled with a liquid and this liquid is prevented from passing through the interior of the valve plug I00 by means of the plug limiting plate I I2, which normally closes the outer end of the plug I00. In practice, it is immaterial whether the entire area of the cylinder IOI be filled with liquid as this liquid cannot exhaust from the cylinder IOI except through the port I5I.

The diaphragm housing member II1 on the outer side of the diaphragm I22 is provided with a pair of vents I52 and I53, so that air may freely enter and be discharged from the housing member II1.

In order to provide a means whereby the oil in the by-pass pipe I41 and in the opposite ends of the valve housings 91 and I3I may be maintained in the desired fluid condition, I have provided an electrical heater element I54 which is disposed about a portion of the pipe I49 and is adapted to be connected by wires I55 to a suitable source of electric current supply. In this manner when the aeroplane is in cold atmosphere which might tend to prevent the free flowing of the oil' in the pipe I49 and in the two valve housings 91 and I3I the oil may be heated by the heating member I54. In this manner the valve plugs I and I36 will be permitted to freely slide in their respective valve housings under all weather conditions.

In Figures 4 and 5 there is disclosed another modification of the valve structure incorporated in the system shown in Figure 1. A valve housing'generally designated, as at I56, is provided with a tapered or substantially conical valve plug seat I51. The housing I56 is formed with an in-, take port I58 with which a pipe M17 is adapted to be connected. The pipe I4b is adapted to be connected at its opposite end to the carbon dioxide supply tank shown in Figure l. The valve housing I56 is also provided with an outlet port I59 having a pipe I9b connected therewith. The pipe I9b is adapted to be connected with the fuel tank as shown in Figure 1, so that the carbon dioxide gas may flow from the pipe I4b through the valve structure I56 to the pipe I9?) and the fuel tank. A substantially conical valve plug I60 is rotatable in the valve seat I51 and is provided with a passage I6I therethrough, which in the normal position of the plug I60 is adapted to communicate the intake port I58 with the outlet port I59. The housing I56 is formed with a pair of vents I62; and I63 on opposite sides of the port I59, which communicate with annular grooves I64 and I65 respectively carried by the plug I60. The vents I62 and I63 are adapted to permit the escape of any carbon dioxide gas which leaks about the plug I60.

or conductors I13 to a suitable source of electric current su ly.

The opposite or small end of the plug I60 has secured thele-to or formed integral therewith a reduced diameter stem I14 which rotatably engages through a bushing I15. The bushing I15 is threaded into an opening I16 formed in the adjacent end of the housing I56. A substantially L-shaped plug operating lever I11 has one arm thereof fixed as by a nut I18 to the stem' I15. The other arm of the bell crank I11 is provided intermediate the ends thereof with a pin I19, the purposeof which will be hereinafter described. The outer end portion of the bell crank I11 is provided with a right angularly disposed or twisted. portion -I8I which at its under side is adapted to bear against an adjustable limiting or stop member I82. The stop member I82 is threaded through a plate I83 carried by a vertically disposed member I.84.- A base plate I85 exspring I89 anda spring tensioning member I92 is threaded through the arm I and engages in the cup-shaped member I9I.

The valve housing member I56 is provided with a plurality of ears I90 which are adapted to be secured by fastening devices I93 to the top wall I81 of the upper diaphragm housing member I88. The valve housing I56 is disposed in a position whereby the long horizontal arm of the bell crank I11 will extend substantially diametrically of the diaphragm housing member I88.

A lower diaphragm housing member I94, which is formed with a lower wall I95 and a cylindrical side wall I96 having a flange I91, is secured by fastening devices I98 to a flange I99 carried by the upper housing member I88. A flexible diaphragm 200 is interposed between the two housing members I88 and I94 and engages at its marginal portions between the flanges I91 and I 99. The center of the diaphragm 200 has secured thereto a valve plug operating ,rod "I which extends through a guide member 202 carried by the top wall I81. The outer end of the rod 200 has secured thereto a. plate or head 208 having an elongated slot 204 through which the pin I19 slidably engages. The top wall I81 of the diaphragm housing member I88 is provided with an air vent 205 and the bottom wall I95 of the lower housing member I94 has connected therewith a pressure pipe 86b,- which is adapted to be connected with the trap structure shown in Figure 1.

A T-shaped coupling member 80b is adapted to have one side thereof connected with the pipe 86b and another side of the T.coupling 80b is adapted to be connected to the trap structure shown in Figure 1. The third side of the coupling 80b is adapted to be connected by means of a pipe 206 to a boss 201 carried by the valve housing I56. The base 201 has a port 208 ex tending therethrough which communicates with the interior of the housing I56. The plug I60 is formed with an opening 209 which in one position- 0f the plug I56 is adapted to communicate with the port 2 I0 which is diametrically opposite from the port 208. A pipe 2 is connected with the port 2I0 and is adapted to exhaust the carbon dioxide gas passing from the pipe 206 through the ports 208 and 2) to the atmosphere.

In the use and operation of this fuel tank neutralizing means, the valve structure I0 is adapted to be connected at one side by means of the pipe I9 to the tank 23. The opposite side of the valvemember I0 is connected by the pipe I4 to the source of carbon dioxide supply I5. The tank 23 mayme initially filled with the liquid fuel and during the filling of the tank 23 the valve I6 is moved to a completely closed position. After the tank 23 has been fllled the valve member I6 maybe moved to the desired open or partly open position to permit the flow of carbon dioxide gas from the tank I5 through the valve structure I0 to the tank 23. Initially the valve plug 23 will be in the position shown in Figure 1 with the annular groove 3I in registry with the two ports I1 and 24. This initial position of the plug 80 is obtained by adjustment of the threaded shaft 56. drained from the tank 28, the carbon dioxide gas will bubble up through the liquid fuel and enter the space 28 above the top or level of the As the liquid fuel is 61 at the outer end of t e plug 30 may be adjusted to maintain alance with the plug 30 in order topormally hold'the ping of the diaphragm 46. jlhe tension of the sprih 30 in the position whereby communicatigmbe-"" the diaphragm 46 will be suflicient to bring the groove 85 into registry with the pressure relief ports 83 and 84, so as to permit the escape of a small quantity of the carbon dioxide gas until the previous balance has been obtained whereupon the spring lil will return the plug 30 to the position wherein the groove 3| is in registry with the ports I1 and 24. s

In the adjustment of the spring 6|, this spring is adjusted to maintain the valve plug 30 open at ground level atmospheric pressure. As the atmospheric pressure acts on one face of the diaphragm 46 through the openings 60 a balance will be obtained on both sides of the diaphragm to thereby provide the desired gas pressure in the tank 23. When the air pressure on the diaphragm reduces by reason of the lighter air in higher altitudes, the gas pressure in the chamber will overbalance the air pressure and thus move the valve 30 to a closed position with respect to ports I! and 24, but at the saime time the excess pressure in tank 23 will be reduced by exhausting the gas from tank 23 through ports 33 and 84. When the higher altitude air pressure in housing 42 is counterbalanced by the pressure in chamber 89, the spring 6! will again move the valve 30 to an open position relative to ports I I and 24. This balancing of pressure will prevent exploding or splitting of the tank 23 due to excess interior pressure.

In the event the tank 23 should be punctured so as to thereby reduce the pressure in the space 28 beyond a predetermined degree, the pressure from the tank IE will be exhausted through the ibody, said plug being substantially shorter than aid body 51nd forming balance chambers at-each end of said body, said valve plug having a sub- .stantiaily wide circumferential groove adjacent eachend thereof and adapted to remain in registry with said vent ports constantly, said plug also having a substantially narrow circumferential inert gas groove adapted to register with said inert gas ports in one position of said plug and a substantially narrow circumferential inflammable gas groove adapted to register with said inflammable gas ports in another position of said plug, a conduit connecting said balance chambers together through said balance ports, means normally urging said plug in one direction effecting registry of said inert gas groove with said inert gas ports, and pressure responsive means operable to move said plug in the opposite direction effecting registry of said inflammable gas groove with said inflammable gas ports.

2. In a fuel tank neutralizing device of the type having a fuel tank, an inert gas container, means for conveying the inert gas from said container to said tank and means for exhausting inflammable gases from said tank; a valve construction for controlling inert gas and inflammable gas flow including a valve body comprising a hollow cylinder closed at each end, an enlarged bell like housing formed integrally with one end of said body, a cap member secured to the end of said housing, said body having a spaced apart pair of balance ports, one of said ports being adjacent each end of said body, a spaced apart pair of vent ports--intermediate of said balance ports, an opposed pair of inert gas ports intermediate said vent ports and spaced apart from said inert gas ports, a valve plug slidably arranged in said body, said plug being substantially shorter than said body and forming balance chambers at each end of said body, said valve plug having a substantially wide circumferential openings formed in thewall or walls of the tank 23. Where this contingency arises the operator of the aeroplane may move the valve member IE to a closed position so as to prevent the complete exhaustion of the gasfrom the tank IS. The tank i5 is adapted to contain sumcient carbon dioxide gas under pressure which will completely fill the tank 23 when the tank 23 has been entirely emptied. The structures shown in Figures 3, 4 and 5 as modifications of this invention will operate in a manner similar to that ports being adjacent each end of said body, a

spaced apart pair of vent ports intermediate of said balance ports, an opposed pair of inert gas ports intermediate of said vent ports and an opposed pair of inflammable gas ports intermediate said vent ports and spaced apart from said inert gas ports, a valve plug slidably arranged in said groove adjacent each end thereof and adapted to remain in registry with said vent ports constantly, said plug also having a substantially narrow circumferential inert gas groove adapted to register with said inert gas ports in one position of said plug and a substantially narrow circumferential inflammable gas groove adapted to register with said inflammable gas ports in another position of said plug, a conduit connecting said balance chambers together through said balance ports, means normally urging said plug in one direction effecting registry of said inert gas groove with said inert gas ports, and a pressure responsive diaphragm secured in said bell-like housing, said diaphragm being connected to said valve plug whereby movement of said diaphragm will move said plug in the opposite direction effecting registry of said inflammable gas groove with said inflammable gas ports.

3. In a fuel tank neutralizing device of the type having a fuel tank, an inert gas container, means for conveying the inert gas from said container to. said tank and means for exhausting inflammable gases from said tank; a valve construction for controlling inert gas and inflammable gas flow including a valve body comprising a. hollow cylinder closed at each end, said cylinder having a straight bore for a portion of itslength adjacent one end of said cylinder, a substantially small straight bore for a portion of its length adjacent the other end thereof and a tapering bore connecting said first-named bores, said body having a pair of opposed inert gas ports communicating with said tapered bore, a pair of vent ports communicating with said tapered bore one on each side of one of said inert gas ports and a pair of opposed inflammable gas ports communicating with said tapered bore, a tapered valve plug rotatably arranged in said tapered bore of said valve body, said plug having a pair of annular grooves arranged to constantly communicate with said vent ports, a transverse inert gas bore arranged to alternately connect said inert gas ports and a transverse inflammable gas bore arranged to alternately connect said inflammable gas ports, means constantly urging said tapered plug into said tapered bore, and pressure responsive means for rotating said tapered plug in said valve body alternately connecting and disconnecting said inert gas ports and said inflammable gas ports. I

4. In a fuel tank neutralizing device of the type having a fuel tank, an inert gas container, means for conveying the inert gas from said container to said tank and means for exhausting inflam mable gases from said tank; a valve construction for controlling inert gas and inflammable gas flow including an inert gas valve body comprising a hollow cylinder closed at one end, a diaphragm housing secured to the opposite end of said body, aninflammable gas valve body comprising a hollow cylinder closed at one end and having its opposite end secured to said diaphragm housing oppositely of said inert gas valve body, said inert gas valve body having a balance port adjacent one end thereof, a pair of opposed inert gas ports and a spaced apart pair of vent ports with one of said vent ports positioned on each side of one of said inert gas ports, an inert gas valve plug slidably arranged in said inert gas valve body, said plug being substantially shorter than said body and forming a balance chamber at the closed end thereof, said valve plug having a substantially wide annular vent groove adjacent each end thereof and adapted to continuously communicate with said vent ports and a substantially narrow annular inert gas groove positioned between said vent grooves and adapted to alternately align with said inert gas ports, said inflammable gas valve body having a balance port adjacent the closed end thereof and a pair of opposed inflammable gas ports central- 1y thereof, an inflammable gas valve plug slidably arranged in said inflammable gas valve body, said valve plug being substantially shorter than said valve body and forming a balance chamber at the closed end of said body, said inflammable gas valve plug having an annular groove adapted to alternately connect said inflammable gas ports,

' a diaphragm secured centrally of said diaphragm housing, means connecting said valve plugs to said diaphragm, conduit means connecting said balance ports, means normally urging said valve plugs in one direction aligning said inert gas groove with said inert gas ports, and means alternately urging said diaphragm and valve plugs in the opposite direction aligning said inflammable gas groove with said inflammable gas, ports.

5. In combination, a liquid fuel tank, an inert gas pressure tank, a pipe connecting said tanks C together, a valve interposed in said pipe for controlling the passage of inert gas to said fuel tank and for controlling the passage of inert and combustible gases from said fuel tank, and valve operating means connected with said fuel tank and said valve for regulating the opening and closing of said valve in accordance with atmospheric pressure and the pressure in said fuel tank, said valve operating means including a diaphragm housing, a diaphragm in said housing,'

means connecting said diaphragm to said valve toopen or close the latter by flexing of said diadiaphragm whereby fluid pressure in said tank will act to flex said diaphragm in the opposite direction.

' 6. In combination, a liquid fuel tank, an inert gas pressure tank, a pipe connecting said t'anks together, a valve interposed-in said pipe for controlling the passage of inert gas to said fuel tank and for controlling the passage of inert and combustible gases from said fuel tank, and a combined gas and atmospheric pressure operator connected with said valve for controlling the open ing and closing of said valve, said valve operator means including a diaphragm housing, a diaphragm in said housing, means connecting said diaphragm to said valve to open or close the latter by flexing of said-diaphragm, said housing being open to the atmosphere at one side ofsaid diaphragm, whereby atmospheric pressure will act to flex said diaphragm in one direction, and a pipe connected at one end with said fuel tank and at the other end with said housing on the opposite side of said diaphragm whereby fluid pressure in said tank will act to flex said diaphragm in the opposite direction.

'7. In combination, a liquid fuel tank, an inert gas pressure tank, a pipe connecting said tanks together, a valve interposed in said pipe for controlling the passage of inert gas to said fuel tank and for controlling the passage of inert and combustible gases from said fuel tank, a. combined gas and atmospheric pressure operator connected with said valve for regulating the opening and closing of said valve,-and a reducing valve also interposed in said pipe between said flrst valve and said pressure tank, said valve operator means including a diaphragm 'housing, a diaphragm in said housing, means connecting said diaphragm to said valve to open or close the latter by flexing of said diaphragm, said housing being open to the atmosphere at one side of said diaphragm whereby atmospheric pressure will act to flex said diaphragm in one direction, and a pipe connected at one end with said fuel tank and at the other end with said housing on the opposite side of said diaphragm whereby fluid pressure in said tank will act to flex said diaphragm in the opposite direction.

GEORGE B. DAVIS, JR. 

